Piston ring

ABSTRACT

To provide a high-thermal-conductivity piston ring having excellent scuffing resistance and wear resistance, which can be used in a high-heat-load environment in engines, a TiN coating as thick as 10-60 μm, in which the texture coefficient of a (220) plane is 1.1-1.8 in X-ray diffraction on the coating surface, larger than those of (111) and (200) planes, is formed under the optimized ion plating conditions on a peripheral surface of the piston ring. Also, to obtain excellent sliding characteristics with low friction without losing excellent thermal conductivity of TiN, a hard amorphous carbon coating is formed on the TiN coating.

FIELD OF THE INVENTION

The present invention relates to a piston ring for automobile engines,particularly to a high-thermal-conductivity piston ring having excellentscuffing resistance and wear resistance.

BACKGROUND OF THE INVENTION

Because of increase in engine powers and severer environmentalregulations of exhaust gases, piston rings having ion-plated, hardchromium nitride coatings for high scuffing resistance and wearresistance have long been used. Because piston rings used in severeenvironment in engines should have long lives, hard coatings arerequired to be as thick as 10-60 μm. Because Cr has a relatively highvapor pressure among metals, a chromium nitride coating can be formed toa required thickness relatively easily, so that it has been convenientlyused in the piston ring industry.

Because such chromium nitride is generally hard but is easily broken,various measures such as crystal orientation control, structure control,porosity control, the addition of third elements, etc., have beenconducted. However, there is recently demand to further improve thethermal conductivity of CrN, because recent trend of higher compressionratios and higher loads in engine specifications causes new problems ofhigher combustion chamber temperatures and knocking. In addition, whenpistons are made of aluminum alloys (hereinafter called simply“aluminum”), softened aluminum causes the wearing of ring grooves and isadhered to piston rings. To tackle this problem, heat is required to bedissipated from pistons to cooled cylinder walls through piston rings,by effectively utilizing the thermal conduction of piston rings.However, CrN with low thermal conductivity hinders the thermalconduction of piston rings. Non-Patent Reference 1 reports that thethermal conductivity of CrN is 0.0261-0.0307 cal/cm·sec·deg(corresponding to 10.9-12.9 W/m·K by SI), and Non-Patent Reference 2reports that the thermal conductivity (room temperature) of a thin CrNfilm of about 3 μm is about 2 W/m·K when measured by a light pulsethermoreflectance method. Though the thermal conductivity is measured inplanar and thickness directions, it is difficult to measure the thermalconductivity of a coating of several tens of μm in a thicknessdirection. Apart from such difficulty, it is considerably lower than thethermal conductivity of 20-30 W/m·K of SUS440B and SUS420J2, typicalsteels for piston rings, and such low thermal conductivity is considereda large factor of hindering the thermal conduction.

Titanium nitride (TiN) has also been proposed for hard coatings forpiston rings, and actually used in some of piston rings. The thermalconductivity of TiN is 0.07 cal/cm·sec·deg (room temperature)(corresponding to 29.3 W/m·K by SI) in Non-Patent Reference 1, and 11.9W/m·K in Non-Patent Reference 2, 3-6 times as high as that of CrN.However, it has extremely high residual compression stress inside thecoating, which suffers cracking, breakage, peeling, etc. when it isthick. Accordingly, TiN cannot actually be coated to a thicknessrequired for piston rings. Patent Reference 1 describes that the controlof TiN to have a columnar crystal structure provides a TiN coating withsmaller residual stress, enabling the TiN coating as thick as 80 μm atmaximum, and that having a predominant orientation in a (111) or (200)plane in parallel to the coating surface is particularly preferable fromthe aspect of scuffing resistance.

Patent Reference 2 describes that mere increase in the intensity ratioof a (111) plane in a TiN film may not provide sufficient wearresistance, and that excellent wear resistance is obtained by increasingthe intensity ratio of a (111) plane and reducing the intensity ratio ofa (220) plane in X-ray diffraction.

Though the orientation of a (111) plane, a surface of a close-packedstructure of TiN, in parallel to the coating surface is effective forimproving the scuffing resistance and wear resistance as described inPatent References 1 and 2, TiN coatings with such orientation actuallyhave large residual stress as described above, difficult to be used forpiston rings. For example, even if a TiN coating as thick as up to 30 μmwere formed, the peeling of the coating, etc. would occur when actuallyused for piston rings.

PRIOR ART REFERENCES

-   Patent Reference 1 JP 11-230342 A,-   Patent Reference 2 JP 2009-299142 A,-   Non-Patent Reference 1 Takeo Oki, Surface Technology, Vol. 41, No.    5, 1990, pp. 462-470, and-   Non-Patent Reference 2×. Z. Ding, et al., SIM Tech Technical    Reports, Vol. 11, No. 2, 2010, pp. 81-85.

OBJECT OF THE INVENTION

An object of the present invention is to provide a piston ring havinghigh thermal conductivity as well as excellent scuffing resistance andwear resistance, which can be used in a high-heat-load environment inengines, particularly a piston ring contributing to the improvement offuel efficiency by low friction.

DISCLOSURE OF THE INVENTION

As a result of intensive research to form a TiN coating having athickness of about 10-60 μm on a peripheral surface of a piston ring byion plating while suppressing the peeling, cracking and breakage of thecoating, namely, to provide a coating having a structure with lowresidual stress, the inventors have found that it is possible to reduceresidual stress in a TiN coating as thick as 10-60 μm by optimizing theion plating conditions of the TiN coating to control the coating to havea columnar crystal structure without crystal orientation in a (111) or(200) plane.

Thus, the piston ring of the present invention comprises a TiN coatinghaving a thickness of 10-60 μm on a peripheral sliding surface, thetexture coefficient of a (220) plane of TiN in the X-ray diffraction ofa surface of the TiN coating being 1.1-1.8, larger than those of (111)and (200) planes of TiN. Within the above range, the (111) plane of TiNpreferably has the maximum diffraction intensity when it is importantthat the coating has high wear resistance, and the (220) plane of TiNpreferably has the maximum diffraction intensity when it is importantthat the coating has high cracking resistance or peeling resistance.

To achieve excellent sliding characteristics with low friction withoutdeteriorating excellent thermal conductivity of TiN, a hard amorphouscarbon coating is preferably formed on the TiN coating. The hardamorphous carbon coating more preferably contains substantially nohydrogen. The hard amorphous carbon coating is preferably as thick as0.5-10 μm.

To dissipate heat from a piston to a cylinder wall efficiently, not onlythe coating formed on the peripheral surface of the piston ring but alsoa substrate of the piston ring desirably have as high thermalconductivity as possible. The substrate of the piston ring preferablycontains smaller amounts of alloying elements. Specifically, thesubstrate preferably has a composition of JIS SUP12, which comprises bymass 0.50-0.60% of C, 1.20-1.60% of Si, 0.50-0.90% of Mn, and 0.50-0.90%of Cr, the balance being Fe and inevitable impurities, more preferablyhas a composition of JIS SUP10 containing a reduced amount of Si with asmall amount of V, which comprises by mass 0.45-0.55% of C, 0.15-0.35%of Si, 0.65-0.95% of Mn, 0.80-1.10% of Cr, and 0.15-0.25% of V, thebalance being Fe and inevitable impurities. In the case of a substrateof SUP10, spheroidal cementite having an average particle size of0.1-1.5 μm is preferably dispersed in an annealed martensite matrix fromthe aspect of thermal sagging resistance.

Further, when a piston is made of aluminum whose adhesion to pistonrings should be prevented, or when a piston ring substrate has lowerthermal conductivity than that of the TiN coating, the peripheralsurface and at least one of upper and lower side surfaces of the pistonring are preferably provided with a TiN coating with or without a hardamorphous carbon coating. Particularly, a side surface of the pistonring on the combustion chamber side is preferably provided with a hardamorphous carbon coating.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows an X-ray diffraction pattern obtained in the presentinvention (Example 1).

FIG. 2 is a scanning electron photomicrograph showing a vertical crosssection of the coating of the present invention (Example 1).

FIG. 3(a) shows the direction of stress applied in a twisting test of apiston ring.

FIG. 3(b) shows a twist angle α in the twisting test of the piston ring.

FIG. 4 schematically shows a scuffing test apparatus.

FIG. 5 schematically shows a wear test apparatus.

FIG. 6 shows an X-ray diffraction pattern obtained in the presentinvention (Example 3).

FIG. 7 is a schematic view showing the structure of a floating linerengine for measuring friction.

FIG. 8 is a scanning electron photomicrograph of a piston ring wire usedin the present invention (Example 13).

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The piston ring of the present invention comprises a TiN coating asthick as 10-60 μm formed on a peripheral sliding surface, the texturecoefficient of a (220) plane of TiN being 1.1-1.8, larger than those of(111) and (200) planes of TiN in the X-ray diffraction of the TiNcoating surface.

The texture coefficient is generally defined by the formula (1):Texture coefficient=I(hkl)/I ₀(hkl)[1/nΣ(I(hkl)/I ₀(hkl))]⁻¹  (1),wherein I(hkl) represents an X-ray diffraction intensity of a (hkl)plane, which is converted to a relative value with the maximum X-raydiffraction intensity measured as 100, and I₀(hkl) represents a standardX-ray diffraction intensity described in JCPDS File No. 38-1420. ThoughFile No. 38-1420 describes standard X-ray diffraction intensities of 10types of (hkl) planes, (111), (200), (220), (311), (222), (400), (331),(420), (422) and (511), the present invention uses only X-raydiffraction intensities of three types of (hkl) planes, (111), (200) and(220), for simplicity. Accordingly, the texture coefficient is definedin the present invention asTexture coefficient=I(hkl)/I₀(hkl)[⅓(I(111)/I ₀(111)+I(200)/I₀(200)+I(220)/I ₀(220))]⁻¹  (2),wherein I₀(111) is 72, I₀(200) is 100, and I₀(220) is 45.

The texture coefficient of 1 means a random structure free oforientation, and the texture coefficient closer to 3 in the formula (2)of the present invention means larger orientation. In the presentinvention, the texture coefficient of a (220) plane of TiN is 1.1 ormore. Also, to avoid strong orientation in the (220) plane, the texturecoefficient of the (220) plane of TiN is 1.8 or less. The texturecoefficient of the (220) plane of TiN is preferably 1.2-1.7, morepreferably 1.35-1.65. In the above ranges, the (111) plane of TiNpreferably has the maximum diffraction intensity when wear resistance isimportant, and the (220) plane of TiN preferably has the maximumdiffraction intensity when the cracking resistance or peeling resistanceof the coating is important. Because the texture coefficient of a (220)plane of TiN is 1.1-1.8, larger than those of the (111) and (200) planesof TiN, orientation in the (111) or (200) plane, particularly in the(200) plane is reduced, so that residual stress is low in the coating.As a result, the coating as thick as 10-60 μm can be formed withoutpeeling, cracking and breakage, so that it can be used for piston rings.

In the present invention, the TiN coating is formed by arc ion plating,which comprises introducing a nitrogen (N₂) gas into a vacuum chamber,generating arc on a surface of a metal Ti cathode (target), a vaporsource, to instantaneously ionize the metal Ti in nitrogen plasma (N*),and attracting Ti³⁺ ions or TiN formed by the reaction of Ti³⁺ ions withN* to a surface of a piston ring, to which negative bias voltage isapplied, thereby forming a thin film. In the arc ion plating, highionization of the metal Ti can be achieved by a high energy density.Accordingly, a coating having a thickness of 10-60 μm required for apiston ring can be industrially formed at high speed. Though PatentReferences 1 and 2 teach that the crystal structure of a coating can becontrolled by a furnace pressure and bias voltage, a high furnacepressure and low bias voltage providing a columnar structure, andoppositely low furnace pressure and high bias voltage providing agranular structure, the ion plating environment is so extremelycomplicated that such tendency is not necessarily appreciated in actualprocesses. For example, when an apparatus is changed, the same structurewould not be necessarily obtained surely, even though the same arccurrent, furnace pressure and bias voltage were used. Of course, notonly the material, crystal structure, temperature and surface conditionsof the substrate, but also the arrangement of items to be coated and thetarget in the furnace, etc. have relatively large influence.Accordingly, coating conditions should be set in every apparatus.

In an apparatus used in the present invention, in which the pressure ofa nitrogen atmosphere is 1-5 Pa, and the arc current is 90-200 A, thenegative bias voltage of 10 V or more makes the orientation of TiN inthe (111) plane predominant, and a smaller negative bias voltage reducesthe orientation of TiN in the (111) plane, making the orientation of TiNin the (220) plane predominant.

The piston ring of the present invention may further comprise a hardamorphous carbon coating on the TiN coating. In this case, fuelefficiency can be improved by low friction of the hard amorphous carboncoating. The hard amorphous carbon coating can be formed directly on theTiN coating by a known method such as plasma CVD, arc ion plating, etc.The resultant hard amorphous carbon coating is ta-C (tetrahedralamorphous carbon) based on diamond bonds (sp³), which is called“hydrogen-free, diamond-like carbon (DLC).” This coating hasparticularly high hardness and excellent wear resistance among the hardamorphous carbon coatings. Though depending on density, amorphousness,etc., the hard amorphous carbon coating based on diamond bonds (sp³) hashigh thermal conductivity. Further, because the hydrogen-free, hardamorphous carbon coating has low friction under lubrication with anautomobile gasoline engine oil, friction can be reduced drastically atand near top and bottom dead centers in the reciprocation of pistons inan engine. The thickness of the hard amorphous carbon coating formed onthe TiN coating is preferably 0.5-10 μm, more preferably 0.5-8 μm.

The piston ring of the present invention has higher thermal conductivitythan that of a CrN-coated piston ring, because TiN per se has higherthermal conductivity than that of CrN. To exhibit sufficient thermalconduction of the piston ring, the substrate of the piston ring alsopreferably has high thermal conductivity. Because the thermal conductionof a metal is mainly conducted by free electrons in crystal grains,smaller amounts of solid solution elements provide higher thermalconductivity. However, smaller amounts of alloying elements actuallyprovide lower thermal sagging resistance, making a piston ring unusablein a high-heat-load environment. Thus desired is to provide a pistonring substrate for the present invention, which is made of steel havingexcellent thermal sagging resistance despite small amounts of alloyingelements. Specifically, materials corresponding to SUP12 containing anincreased amount of Si and a small amount of Cr are preferable, andmaterials corresponding to SUP10 containing small amounts of Cr and Vare more preferable from the aspect of thermal conductivity. In the caseof materials corresponding to SUP10, composition control is preferableto have spheroidal cementite having an average particle size of 0.1-1.5μm dispersed in an annealed martensite matrix for the purpose ofimproving thermal sagging resistance.

The spheroidal cementite is known as residual cementite in spring steelsubject to oil tempering. Excellent thermal sagging resistance obtainedin a piston ring suggests that spheroidal cementite remaining in amatrix after oil tempering provides a crystal lattice with strain,making the movement of dislocation unlikely even at 300° C. Thespheroidal cementite further preferably has an average particle size of0.5-1.0 μm. The amount of spheroidal cementite dispersed is preferably1-6% by area in a microscopically observed structure surface. Thispreferred dispersion range provides the coating with thermalconductivity of 35 W/m·K or more and a thermal sagging ratio (tangenttension decline according to JIS B 8032-5) of 4% or less. Materialscorresponding to SUP12 have thermal conductivity of about 31 W/m·K. Thethermal conductivity of about 35 W/m·K is comparable to the thermalconductivity of conventional flaky graphite cast iron piston ringshaving excellent thermal conductivity.

In the materials corresponding to SUP10, the dispersion of spheroidalcementite having an average particle size of 0.1-1.5 μm in an annealedmartensite matrix is achieved by preparing a steel (SUP10) having acomposition comprising by mass 0.45-0.55% of C, 0.15-0.35% of Si,0.65-0.95% of Mn, 0.80-1.10% of Cr, and 0.15-0.25% of V, the balancebeing Fe and inevitable impurities by melting; hot-rolling it to a wire;and forming the wire into a wire having a predetermined cross sectionshape through a sequential treatment comprising patenting, acidcleaning, drawing, patenting, acid cleaning, drawing, and oil tempering(oil hardening and tempering), except for conducting spheroidizationannealing in place of part of the patenting. The patenting is a heattreatment continuously conducting constant-temperature transformation orcooling transformation in a line heat treatment to obtain a finepearlite structure, whose temperature range is specifically from about900° C. to about 600° C.

In the present invention, the annealing step is conducted preferably ata temperature of 600-720° C. equal to or lower than an A_(C1) point inan Fe—C diagram for 30-240 minutes, in place of the patenting treatment.Because spheroidal cementite having a predetermined particle size, whichis formed by the spheroidization annealing, is influenced by subsequentheat treatments and influences subsequent drawing, the spheroidizationannealing is preferably conducted immediately before the final oiltempering treatment. Accordingly, the spheroidization annealing isconducted preferably in place of the second patenting treatment. In thiscase, the spheroidization annealing is inevitably a batch treatment,resulting in reduced productivity with a batch treatment introduced intoa continuous treatment in a conventional production line. Although thespheroidization annealing may be conducted in place of the firstpatenting treatment for higher productivity, attention should be paid tohave the particle size of spheroidal cementite in a predetermined range.

The oil-tempering treatment is a treatment comprising oil hardening andtempering, in which its temperature and time should be determined toprovide a preferred area ratio of spheroidal carbide without dissolvingit completely. In the present invention, the hardening step ispreferably conducted after heating at a temperature of 820-980° C. forseveral tens of seconds to several minutes (for example, 30 seconds to 3minutes), and the tempering step is preferably conducted at atemperature of 400-500° C. for about several tens of seconds to severalminutes (for example, 30 seconds to 3 minutes). The heat treatmenttemperature and time in each treatment should be properly adjusted toprovide preferred particle size and area ratio of spheroidal cementite,though variable depending on the size of a heat treatment furnace and across section area of an item to be treated.

In the case of an aluminum-made piston, a high combustion chambertemperature softens aluminum, wearing ring grooves and causing theadhesion of aluminum to piston rings. To cope with this problem, atleast one of upper and lower side surfaces, preferably acombustion-chamber-side surface, of the piston ring is provided with acoating containing a solid lubricant such as molybdenum disulfide, etc.,but in place of this solid lubricant coating, the TiN coating or a hardamorphous carbon coating formed on the TiN coating may be used. Thethickness of the coating formed on the side surface may be 1-10 μm, butneed not be as thick as the coating on the peripheral surface. Also,when the piston ring substrate is a high-alloy stainless steel havinglower thermal conductivity than that of the TiN coating, the TiN coatingor the TiN coating and the hard amorphous carbon coating are preferablyformed on a peripheral surface and at least one of upper and lower sidesurfaces, preferably a combustion-chamber-side surface, of the pistonring, to dissipate heat from the piston to a cylinder wall through thepiston ring.

Example 1

A SUP12 substrate of 20 mm×20 mm×5 mm shot-blasted to surface roughness(Ry) of several μm, and a target of 99.9-%-pure metallic titanium wereset in an arc ion plating apparatus (AIP-050 available from Kobe Steel,Ltd.). After evacuating the apparatus to 1.0×10⁻² Pa, an Ar gas wasintroduced to 1.0 Pa, and the substrate was cleaned by bombardment withbias voltage of −600 V to −1,000 V applied. The Ar gas was 99.99% pure.Thereafter, with a 99.999-%-pure N₂ gas introduced to 4 Pa, an ionplating treatment was conducted at arc current of 150 V and bias voltageof −8 V for 3 hours. During the treatment, the substrate temperature wasabout 300° C. A sample of a proper size (for example, 10 mm×10 mm×5 mm)was cut out of the resultant TiN-coated substrate, and the outer surfaceand cross section surface of the sample were mirror-polished.

[1] X-Ray Diffraction Measurement

The X-ray diffraction intensity of a mirror-polished surface in parallelto the coating surface was measured with Cu-Kα rays having an X-ray tubevoltage of 40 kV and a tube current of 30 mA, in a 2θ range of 35-70°covering the diffraction positions of (111), (200) and (220) planes ofTiN. Assuming that the maximum intensity among the three diffractionintensities was 100, the diffraction intensities of the (111), (200) and(220) planes were converted to relative values to determine the texturecoefficient of each crystal plane by the formula (2). The X-raydiffraction pattern in Example 1 is shown in FIG. 1. The intensity ratioof each crystal plane was (111):(200):(220)=84.7:42.4:100, the texturecoefficients of the (111), (200) and (220) planes being 0.92, 0.33 and1.74, respectively.

[2] Hardness Test

The hardness test of the TiN coating was conducted on a mirror-polishedsurface in parallel to the coating surface by a micro-Vickers hardnesstester at a test force of 0.9807 N. The TiN coating of Example 1 hadhardness Hv of 1486.

[3] Measurement of Thickness

In a scanning electron photomicrograph (SEM photograph) of amirror-polished cross section perpendicular to the coating surface, thedistance from the coating surface to the substrate was measured as athickness of the sample. FIG. 2 is the SEM photograph. The thickness inExample 1 was 20 μm. It was also observed that the coating (dark gray)had a columnar crystal structure.

[4] Measurement of Thermal Conductivity of Coating

Though a laser flash method is a standard method for measuring thethermal conductivity of a bulk material, it is not suitable for theprecise measurement of such a thin sample of 100 μm or less as in thepresent invention, because a time period until a thermal equilibrium isreached is too short. It is thus considered that “a transient planarsource method” such as a hot disc method is preferable for themeasurement of the thermal conductivity of the coating of the presentinvention from the aspect of measurement precision, though there isdifference between a planar direction and a thickness direction. Athermal conductivity measurement apparatus used was a hot disc apparatusfor measuring thermal characteristics (TPA-501 available from KyotoElectronics Manufacturing Co., Ltd.).

In the hot disc method, current was supplied to a polyimide-coateddouble-spiral nickel sensor (thickness: 0.06 mm) sandwiched by twosamples, and the electric resistance change of the heated sensor wasmeasured to determine temperature elevation (temperature change),thereby calculating the thermal conductivity. The sample was prepared byproviding both surfaces of a substrate (SUS304, 48 mm×48 mm×0.2 mm)having known thermal conductivity with coatings each having a thicknessof 50 μm under the same conditions as in Example 1 with the treatmenttime controlled. Because the hot disc method can measure a thinner platesample by using analysis software of “Measurement of TPA-SLABhigh-thermal-conductivity, thin plate sample,” than a laser flash methodneeding some thickness, a thin coating on a thin substrate can beconveniently measured. The thermal conductivity of the sample in aplanar direction was measured by the hot disc method. The thermalconductivity of the coating per se can be calculated, using a ratio ofthe substrate thickness to the coating thickness, with the influence ofthe substrate having known thermal conductivity removed. It was presumedthat the TiN coating of Example 1 had thermal conductivity of 20.9W/m·K. Incidentally, the thermal conductivity of a CrN coating is about5 W/m·K, meaning that the thermal conductivity of the TiN coating isabout 4 times as high as that of the CrN coating.

[5] Twisting Test

Because a TiN coating formed on a piston ring by ion plating hasextremely large residual compression stress, a thicker TiN coatingeasily peels from the piston ring, making the TiN-coated piston ringunusable. The residual stress of a coating can be measured from theshift of a peak toward the higher side in X-ray diffraction, but thetwisting test of a piston ring was conducted as a more practicalevaluation method in place of the measurement of the residual stress ofthe coating in the present invention. In the twist test, piston ring gapends are pressed in opposite directions to make the opening of its gap11 wider as shown in FIG. 3(a), such that a portion 12 of the pistonring opposite to the gap 11 is twisted with a shearing stress betweenthe substrate and the coating, and a twist angle α at which theion-plated coating peels from the piston ring is measured as shown inFIG. 3(b).

A wire of SUP12 was formed into rectangular-cross-sectioned piston ringseach having a nominal diameter (d) of 96.0 mm, a thickness (a1) of 3.8mm and a width (h1) of 2.5 mm, 50 of which were stacked, and set in anion plating apparatus to form a coating as thick as about 20 μm on eachpiston ring under the same conditions as in Example 1. The twisting testrevealed that the coatings did not peel from the piston rings even at atwist angle of 180°. It was thus confirmed that the coating formed underthe same conditions as in Example 1 had as low residual stress as usableas a piston ring.

[6] Scuffing Test

A rod-shaped substrate of SKD61 of 45 mm×5 mm×3.5 mm was prepared, and a35-mm-long center portion of this 3.5-mm-wide substrate was cut to adepth of 1 mm with portions of 5 mm left on both sides, to form arod-shaped substrate with projections (pins) of 5 mm×3.5 mm on bothsides (see FIG. 4). An end surface of each projection was worked to acurved surface of 20 R around an axis parallel to the rod-shapedsubstrate. This 20-R curved surface was provided with the coating ofExample 1 having a thickness of about 20 μm. The scuffing test wasconducted by a vertical-pin-on-disc-type friction wear test machineschematically shown in FIG. 4, in which the coated pins 22 were incontact with a finish-ground disc 21 of SUJ2 of 60 mm in diameter and 10mm in thickness, and the disc 21 was rotated. While supplying 5cc/minute of a motor oil #30 (not shown) at 80° C. to a sliding portionnear the pin, the disc 21 was rotated at a sliding speed of 8 m/secondwith a predetermined load P applied to the pins 22, to monitor afriction force generated in the pins 22 by a load cell. The load wasincreased from an initial value of 100 N stepwise by 20 N and kept for30 seconds. A load P at which the friction force increased dramaticallywas regarded as a scuffing-generating load. After the test, the slidingarea of the pin was microscopically measured, and thescuffing-generating load was divided by the sliding area to determine ascuffing-generating surface pressure, by which scuffing resistance wasevaluated. The scuffing-generating surface pressure was 284 MPa inExample 1.

[7] Wear Test

A substrate of SKD61 of 5 mm×5 mm×20 mm was worked to a test piece 31having a round tip end with a radius of 10 mm, on which the coating ofExample 1 having a thickness of about 20 μm was formed. Using a weartest apparatus schematically shown in FIG. 5, the wear test wasconducted for 4 hours, with the coated round tip end of the test piece31 pressed at a load of 490 N for linear contact onto a curved surfaceof a drum-shaped sliding mate 32 of FC250 rotating at a speed of 0.5m/second. With 2 cc/minute of a lubricating oil 33 (motor oil #30)supplied, a surface temperature of the sliding mate 32 was kept at 180°C. The wear of the coating was evaluated by wear depth, and the wear ofthe sliding mate was evaluated by a worn area determined by crosssection profile observation. In Example 1, the wear depth of the coatingwas 3.4 μm, and the wear of the sliding mate was 0.010×10⁻⁴ cm².

Examples 2-5, and Comparative Examples 1 and 2

Each test piece of SUP12 of 20 mm×20 mm×5 mm and each test piece ofSUS304 of 48 mm×48 mm×0.2 mm both for thermal conductivity measurement,each rectangular-cross-sectioned piston ring of SUP12 having a nominaldiameter (d) of 96.0 mm, a thickness (a1) of 3.8 mm and a width (h1) of2.5 mm, each rod-shaped substrate of SKD61 of 45 mm×5 mm×3.5 mm, whichhad pins each having a round surface of 20 R at both ends, and each weartest piece of SKD61 of 5 mm×5 mm×20 mm with a round tip end surfacehaving a radius of 10 mm were ion-plated under the same conditions as inExample 1 except for changing the coating conditions of arc current,nitrogen atmosphere pressure, bias voltage and treatment time as shownin Table 1. The resultant TiN-coated substrates were measured withrespect to X-ray diffraction, hardness, thickness, thermal conductivity,twisting, scuffing and wear in the same manner as in Example 1. Theresults are shown in Tables 2-4. Tables 2-4 also show the coatingconditions and various test results of Example 1. Incidentally, acoating of about 50 μm was formed on the test piece for thermalconductivity measurement under all conditions with the treatment timeadjusted.

TABLE 1 Coating Conditions Nitrogen Arc Current Atmosphere Bias VoltageTreatment No. (A) Pressure (Pa) (V) Time (hr) Example 1 150 4 −8 3.0Example 2 150 4 −5 3.0 Example 3 150 3 −10 4.5 Example 4 150 3 −15 5.5Example 5 150 5 −8 8.0 Com. Ex. 1 150 4 −3 4.5 Com. Ex. 2 150 3 −20 4.5

TABLE 2 X-Ray Diffraction Measurement Peak Intensity Ratio TextureCoefficient No. (111) (200) (220) (111) (200) (220) Example 1 84.7 42.4100 0.92 0.33 1.74 Example 2 94.3 69.1 100 0.93 0.49 1.58 Example 3 10035.8 68.8 1.27 0.32 1.4 Example 4 100 78.6 63.1 1.16 0.66 1.18 Example 580.5 47.4 100 0.88 0.37 1.75 Com. Ex. 1 73.5 22.0 100 0.88 0.19 1.93Com. Ex. 2 100 34.4 11.8 2.09 0.52 0.39

TABLE 3 Coating Characteristics Thermal Adhesion Thickness HardnessConductivity Twist Angle No. (μm) (Hv 0.1) (W/m · K) (°) Example 1 201486 20.9 180 Example 2 21 1335 16.6 180 Example 3 29 1740 19.2 180Example 4 35 1818 21.4 180 Example 5 54 1439 18.9 180 Com. Ex. 1 29 115015.5 180 Com. Ex. 2 26 2253 29.1 106

TABLE 4 Scuffing Resistance Wear Resistance Scuffing Surface Wear Depthof Wear of Sliding No. Pressure (MPa) Coating (μm) Mate (×10⁻⁴ cm²)Example 1 284 3.4 0.010 Example 2 278 3.6 0.010 Example 3 302 3.2 0.010Example 4 308 2.8 0.010 Example 5 280 3.3 0.010 Com. Ex. 1 245 5.4 0.010Com. Ex. 2 322 2.7 0.016

In Examples 1-5, the texture coefficients of the (220) plane of TiN were1.18-1.75, larger than those of the (111) and (200) planes of TiN, andthe twist angle keeping adhesion was maximum at 180° even at a thicknessof 20-54 μm. Also, they had hardness Hv of 1335-1818, thermalconductivity of 16.6-21.4 W/m·K, a scuffing-generating surface pressureof 278-308 MPa, and wear resistance of 2.8-3.6 μm expressed by the weardepth of the coating. With respect to the scuffing resistance and wearresistance, Examples 3 and 4, in which the (111) plane of TiN had thehighest peak, were better than Examples 1, 2 and 5, in which the (220)plane had the highest peak. The X-ray diffraction pattern of Example 3,in which the (111) plane had the highest peak, is shown in FIG. 6. Onthe other hand, Comparative Example 1, in which the texture coefficientof TiN (220) was more than 1.8, had low hardness, and ComparativeExample 2, in which the texture coefficient of the (111) plane of TiNwas larger than those of the (200) and (220) planes of TiN, had areduced twist angle (poor adhesion) when as thick as about 30 μm,despite excellent hardness, thermal conductivity, scuffing resistanceand wear resistance.

Examples 6 and 7

A wire of SUP12 was formed into rectangular-cross-sectioned piston ringseach having a nominal diameter (d) of 73.0 mm, a thickness (a1) of 2.3mm and a width (h1) of 1.0 mm through predetermined steps. In Example 6,the piston ring was provided with a TiN coating as thick as about 20 μmunder the same conditions as in Example 1. In Example 7, the piston ringwas provided with a TiN coating as thick as about 30 μm under the sameconditions as in Example 3. Two piston rings of Example 6 and two pistonrings of Example 7 were assembled as top rings in a 1300-cc, L-type,four-cylinder gasoline engine, to conduct an engine test under full loadconditions at 4500 rpm for 48 hours. Second rings and oil rings usedwere known rings. During the test, the engine was operated withoutknocking.

Examples 8-10

Each rectangular-cross-sectioned piston ring of SUP12 having a nominaldiameter (d) of 96.0 mm, a thickness (a1) of 3.8 mm and a width (h1) of2.5 mm was provided with a TiN coating of about 20 μm under the sameconditions as in Example 1. In Examples 9 and 10, a hydrogen-free, hard,amorphous carbon coating of about 1 μm and about 7 μm, respectively, wasformed on the TiN coating by arc ion plating. This hydrogen-free, hard,amorphous carbon coating was substantially made of carbon with 5 atomic% or less of hydrogen, exhibiting higher hardness because of a higherdiamond bond ratio and thus higher wear resistance thanhydrogen-containing hard amorphous carbon coatings containing metalssuch as Si. Hydrogen in the hard amorphous carbon coating can bemeasured by an HFS (hydrogen forward scattering) method.

Each of the resultant TiN-coated piston ring and C/TiN-coated pistonrings was assembled in a floating liner engine for measuring friction,to evaluate friction loss by a friction mean effective pressure (FMEP).A member in sliding contact with the piston ring was a cast ironcylinder liner having arithmetic-average roughness (Ra) of 0.2 μm, and asliding peripheral surface of the piston ring had surface roughness Raof 0.04 μm. Second rings and oil rings used were known rings as inExamples 6 and 7. FIG. 7 shows the structure of the floating linerengine used for the evaluation of friction. A friction force applied toa cylinder liner 53 was measured by a load sensor 54 bonded to thecylinder liner 53 while piston rings 51 mounted to a piston 52 weresliding up and down. Conditions for measuring the friction loss by thefloating liner engine were as follows:

The number of revolution of the engine 1,500 rpm, Load 15 N · m, Thetemperature of a lubricating oil 90° C., and The temperature of coolingwater 100° C.

The FMEPs of Examples 8 to 10 are shown in Table 5, assuming that theFMEP of Example 8 having only a TiN coating was 100. It was found thatthe formation of the hard amorphous carbon coating on the TiN coatingreduced FMEP by 8-10%. The tensions of top rings, second rings and oilrings were 6 N, 5 N and 20 N, respectively.

TABLE 5 Sliding Surface Underlying Layer Thick- Thick- ness ness FMEPNo. Coating (μm) Coating (μm) (Ratio) Example 8 TiN 20 — — 100 Example 9Hard amorphous 1 TiN 20 92 carbon coating Example 10 Hard amorphous 7TiN 20 90 carbon coating

Examples 11 and 12

A wire of SUP12 was formed into rectangular-cross-sectioned piston ringseach having a nominal diameter (d) of 73.0 mm, a thickness (a1) of 2.3mm and a width (h1) of 1.0 mm through predetermined steps. In Example11, a TiN coating of about 20 μm was formed on the piston ring under thesame conditions as in Example 9. In Example 12, a TiN coating of about20 μm was formed on the piston ring under the same conditions as inExample 10. A hard amorphous carbon coating of about 1 μm and about 7μm, respectively, was then formed on each TiN coating. An engine testconducted under the same conditions as in Examples 6 and 7 revealed thatthe engine was operated without knocking.

Examples 13 and 14

A rectangular-cross-sectioned wire of 2.3 mm in thickness and 1.0 mm inwidth was prepared from a rod of SUP10 rolled to a diameter of 8 mm,through a process comprising heating at 900° C., patenting at 600° C.,acid cleaning, drawing, heating at 900° C., patenting at 600° C., acidcleaning, drawing and oil-tempering, with an annealing step at 700° C.for 60 minutes conducted in place of the second patenting. Theoil-tempering treatment comprised a heating step at 930° C. for 45seconds, a hardening step in an oil at 60° C., and then a tempering stepat 470° C. for 60 seconds. FIG. 8 is a scanning electron photomicrographshowing the structure of the wire, in which white fine spheroidalcementite 41 dispersed in the tempered martensite was observed. Theimage analysis of an enlarged photograph of this structure revealed thatthe spheroidal cementite had an average particle size of 0.8 μm and anarea ratio of 2.4%. The above wire was formed intorectangular-cross-sectioned piston rings each having a nominal diameter(d) of 73.0 mm, a thickness (a1) of 2.3 mm and a width (h1) of 1.0 mm inthe same manner as in Examples 6 and 7. In Example 13, a TiN coating ofabout 20 μm was formed on the piston ring under the same conditions asin Example 1. In Example 14, a TiN coating of about 30 μm was formed onthe piston ring under the same conditions as in Example 3. An enginetest conducted under the same conditions as in Examples 6 and 7 revealedthat the engine was operated without knocking.

[8] Measurement of Thermal Conductivity of Piston Ring Wire

The thermal conductivity of a piston ring wire was measured by a laserflash method in Examples 6 and 13. The thermal conductivity of SUP12 inExample 6 was 31 W/m·K, and the thermal conductivity of SUP10 in Example13 was 38 W/m·K.

DESCRIPTION OF SYMBOLS

-   -   11 Gap,    -   12 Portion opposite to gap,    -   21 Disc,    -   22 Pin,    -   31 Test piece for wear test,    -   32 Sliding mate,    -   33 Lubricating oil,    -   41 Spheroidal cementite,    -   51 Piston ring,    -   52 Piston,    -   53 Cylinder liner, and    -   54 Load sensor.

EFFECT OF THE INVENTION

Because the piston ring of the present invention having excellentscuffing resistance and wear resistance has a TiN coating having muchhigher thermal conductivity than that of CrN, which is a coatingmaterial widely used for piston rings, it can efficiently dissipate heatfrom a piston head to a cooled cylinder wall. In addition, because theTiN coating has reduced residual stress while maintaining scuffingresistance and wear resistance even if it is as thick as 10-60 μm,thereby suffering less peeling, cracking and breakage, it can exhibitfunctions required for piston rings. Thus, it can be used as a pistonring effectively exhibiting thermal conduction. Even when it is used ina high-heat-load environment as in a high-compression-ratio engine, itcan suppress knocking without delaying ignition timing, maintaining highheat efficiency. It can also lower the temperature of ring grooves in analuminum piston, and suppress aluminum adhesion and the wear of ringgrooves. When a hard amorphous carbon coating having a small frictioncoefficient is formed on the outermost sliding surface to exhibitexcellent sliding characteristics with low friction, the friction isreduced, resulting in improved fuel efficiency. Particularly in anengine oil environment, the formation of a hydrogen-free, hard amorphouscarbon coating can further reduce the friction.

What is claimed is:
 1. A piston ring comprising: a substrate; and a TiNcoating having a thickness of 10-60 μm on a peripheral sliding surfaceof the substrate, the texture coefficient of a (220) plane of TiN in theX-ray diffraction of a surface of said TiN coating being 1.1-1.8, largerthan those of (111) and (200) planes of TiN, wherein said TiN coating isformed in a nitrogen atmosphere consisting of N₂ gas.
 2. The piston ringaccording to claim 1, further comprising a amorphous carbon coatingformed on said TiN coating.
 3. The piston ring according to claim 2,wherein said amorphous carbon coating contains substantially nohydrogen.
 4. The piston ring according to claim 2, wherein saidamorphous carbon coating has a thickness of 0.5-10 μm.
 5. The pistonring according to claim 1, wherein the substrate of said piston ring hasa composition comprising, by mass, 0.50-0.60% of C, 1.20-1.60% of Si,0.50-0.90% of Mn, and 0.50-0.90% of Cr, the balance being Fe andinevitable impurities.
 6. The piston ring according to claim 1 whereinthe substrate of said piston ring has a composition comprising, by mass,0.45-0.55% of C, 0.15-0.35% of Si, 0.65-0.95% of Mn, 0.80-1.10% of Cr,and 0.15-0.25% of V, the balance being Fe and inevitable impurities. 7.The piston ring according to claim 6, wherein the substrate of saidpiston ring comprises spheroidal cementite having an average particlesize of 0.1-1.5 μm dispersed in an annealed martensite matrix.